Apparatus for heating gars



(No Model.)

0. H. HORTON.

APPARATUS FOR HEATING (JARS. No. 391,413. Patented Oct. 28, 1888.

WITNESSES,

' tion.

UNr'rn drains a'rnw'r tries.

CHARLES H. HORTON, OF W'ELLINGTON, OHIO.

APPARATUQ FOR HEATBNG (EARS.

EPBCEFICATION forming part of Letters Patent No. 391,413, dated Qetober23, 1888.

(No model.)

To aZZ whom it may concern.-

Be it known that 1, CHARLES. H. HORTON, of Wellington. in the county ofLorain and State of Ohio, have invented certain new and usefulImprovements in Apparatus for Heating Cars; and I do hereby declare thefollowing to be a full, clear, and exact description of theinvention,such as willenable othersskilled in the art to whichitpertains to make and use the same.

My invention relates to heating apparatus connected withlocomotive-engines for heating cars by means of hot air, in which aheatingchamber is arranged in front of the smoke-box, saidheatingchamber being provided with coils of pipe, through which air isforced by means of an airpump. The GXlJZIISliSlLGtlH] is admitted intothe chamber for heating the air during the passage of the latter throughthe coils of pipe, from whence the air is conducted to the cars throughsuitable pipes arranged preferably underneath the cars, to the end thatthe heat of the exhaust-steam is thus utilized, which heat wouldotherwise be wasted. Suitable valves are had for turning theexhauststeam into the heating-chamber and for closing theheating-chamber wholly or in part, so that live steam may be admitted tothe whole or part of the heating-chamber, to the end that the cars maybe heated when the engine is not laboring and that one section of theheatingchamloer may be heated with exhauststeam while the other sectionis heated with live steam, and that with a small train or in moderateweather the one section of the heatingchamber may be used alone, if sodesired.

With these objects in view my invention consists in certain features ofconstruction and in combination of parts, hereinafter described, andpointed out in the claim.

In the accompanying drawings, Figure l is a side elevation with myimprovements at tached, portions of the outer walls being broken away toshow the internal construc- Fig. 2 is a front elevation with portions ofthe head broken away. Fig. 3 is an end elevation in transverse section,taken through the smoke box forward of the exhaust pipes. Fig. 4 is anelevation in longitudinal section through the heating-chamber andsmoke-box.

Fig. 5 is an and elevation, partly in section, of the heating-chamber.

A represents a locomotive-engine, that may be of any ordinary variety.The engine is provided with one or more air-pumps, A, such as arecommonly used in connection with airbrakes. The smoke-box a is usuallymade by extending the boiler-shell some distance forward of the frontflue-sheet. For ny purpose I extend the boiler-shell still fartherforward to make room for the heating-chamber B, suitable heads, and 0,being provided, the former for separating the heating-chamber from thesmoke-box and the latter for closing the forward end of theheating-chamber. A vertical partition, 13, divides the heating-chamberinto two (preferably) equal compartments. Heating-coils O are arrangedin layers the one above the other, the different pipes being connectedby return-bends or manifolds, whichever is preferred, and the differentcoils being connected into a system continuous from end to-end.

The one end of the system is connected with the air-pump by means of theinduction-pipe a. The other end of the system of pipes connects with aneductionpipe, c, theiattcr leading to the cars. If two airpumps areused, the heating-coils of the two compartments of the heating-chambermay be disconnected or kept separate; otherwise the heating-coils of thetwo compartments should be connected into one series. Iftwo seriesofpipes are used, necessitating two discharge-pipes, 0, these lattercould discharge into one pipe after leaving the heater, as no advantagewould accrue in carrying two separate pipes back to the car.

The pipe 0 may lead along the engine in any place that is mostconvenient, according to the construction of the engine, and from thelatter should lead under the tender and extend under the ears,withcouplings and flexible end, substantially as used in connection withairbrakes.

Shelves O are arranged between coils o pipe, alternate shelves joiningthe head I) and the intermediate shelves joining the head b, the shelvesbeing somewhat less in length than the internal length of theheating-chamber, thus leaving a passage-way for steam past the the endsof the shelves. The exhauststeam is admitted at the bottom of theheating-chamber, and by means of the shelves, arranged as aforesaid, thesteam follows a zigzag course and is broughtin contact with allof thedifferent coils.

Dare theexhaust-pipesleading,respectively, from the twoengine-cylinders. These unite and discharge through a common nozzle, D,in the usual manner. Three-way valves d, of ordinary construction, areconnected in the pipes D, with branch pipes d leading from theserespective valves into the respective compartments of theheating-chamber. Exhaust pipes or nozzles E lead from each compartmentof the heating-chamber near the top of the lat ter, the discharging endsof these nozzles presenting upward toward the smoke-pipe, as shown moreclearly in Figs. 1 and 4. These two pipes might unite into one commonnozzle, the same as shown below, if so preferred. Each pipe or nozzle(whatever it may be called) E is provided with a valve, E, thevalve-stem of the latter having attached a lever, e, for opening andclosing the latter valve, and the valve 01 in like manner is providedwith a lever, d, for the same purpose. The levers e and d are connectedby means of rods 6 and d with armsf and f of the rock-shafts F. Eachrock-shaft extends outside the smokebox, where it is provided with anarm, f, with a rod, f leading from thence to the cab, by operating whichlatter the engineer or fireman, as the case may be, can simultaneouslyoperate the connected valves E and d in lettingeXhaust-steamintoacompartment of the heater or in closing suchcompartment. The two sets of valves for the two compartments of the.heater and the mechanism for operating the same are alike, so thateither compartment of the heating-chamber may be closed or opened forthe passage of the exhaust-steam. With either compartment closed livesteam may be admitted into such compartmentfor instance, when the trainis not in motion, or at other times, it necessaryand the one compartmentmay be heated with live steam while the other compartment is beingheated with exhauststeam. Small pipes 9, usually arranged on either sideof the engine, admitsteam from the boiler to the respective compartmentsof the heater,and these pipes are provided with valves 9 arranged withinreach of the engineer or fireman. I

For a light train, or for a long train in moderate weather, usually theone-half of the exhaust-steam and the one compartment of theheating-chamber will be all that is required, and under anycircumstances the engineer or fireman has the heating apparatus underperfect control.

There are several well-known systems for distributing hot air throughthe different cars, either of which will answer my purpose.

The heating apparatus does not cncumber the engine in any way, and issubstantially out of sight and out of the way, and in case of accidentcould not by any possibility endanger the passengers.

The valve-stems of the three-way valves d may extend out through thecasing of the smoke-box and have, respectively, hand-levers M attachedfor operating the valves from the ground-for instance,when the train isnot in motionas it might be desirable to shift the valves while oilingthe engine.

\Vhat I claim is The combination, with a heating-chamber divided intotwo compartments, a separate coil of pipes arranged in each compartment,exhaust-pipes connecting the compartments with the exhaust-chambers ofthe engine, and valve mechanism located in said exhaust-pipes foradmitting or excluding exhaust-steam from such compartments, of pipesleading from the boiler to the respective compartments of theheating-chamber, substantially as set forth.

In testimony whereoflsign this specification, in the presence of twowitnesses, this 4th day of May, 1887.

CHARLES H. HORTON.

Witnesses:

J. W. HOUGHTON, MARY H. HOUG HTON.

